Draft rigging



Sept. 8, 1936. D. s. BARRoWs DRAFT RIGGING n Filed April 22, 1932 2 Sheets-Sheet 1 NN um -NLM Q. mh

Sept 8, 1936. D. s. 'BARRows DRAFT RIGGING 2 sheetssheet 2 l FiledAprl 22, 1932 lll/ll Tsi Patented Sept. 8, 1936 DRAFT RIGGING Donald S. Barrows, Rochester, N. Y., assigner to The Symington Company, Rochester, N. Y., a

corporation of Maryland I Application April 22, 1932, Serial No. 606,988

12 Claims. (Cl. 213-7) This invention relates to draft rigging particularly adapted for tenders where it is desired to have increased capacity for the absorption of draft forces as compared with the capacity for the absorption of bufiing forces.

The principal object of my invention, generally considered, is to provide, in combination with a railway vehicle underframe a friction draft mechanism or gear preferably comprising elements operating in series and enclosed in a housing or shell having means for connecting said shell to associated longitudinal members of the vehicle underframe so that the shell is held stationary on buff, to prevent the actuation of a portion of the cushioning mechanism therein, while alloWed to move forwardly on draft, so that all of said cushioning mechanism is Vthen actuated for the absorption of relatively large forces as, for example, when a connected locomotive is'accelerating a train. Y

Another object of my invention is the provision of railway draft rigging including a cushioning device comprising a housing or casing open at both ends and receiving friction elements and resilient means associated therewith for urging said elements into engagement with said casing at each end, said device'being mounted between longitudinal framing members of a railway vehicle, which members are provided with stops engaging portions of said housing to prevent rearward movement thereof and corresponding actuation of the rearward friction members and resilient means on buff, yoke-acting means being provided for pulling the rear cushioning elements and housing forwardly on draft to thereby actuate all of said mechanism.

Other objects and advantages of the invention relating to the particular arrangementand construction of the various parts will become apparent as the description proceeds.

Referring to the drawings illustrating my invention:--

Figure 1 is a vertical longitudinal sectional View between the sills or longitudinal draft portions of a railway vehicle or tender underframe illustrating one embodiment of my invention.

Figure 2 is a fragmentary horizontal sectional View of the mechanism shown in Figure 1, certain portions being shown in plan.

Figure 3 is a fragmentary transverse sectional view on the line 3 3 of Figure 2, looking in the direction of the arrows.

Figure 4 is a fragmentary transverse View on the line 4-4 of Figure 2, looking in the direction of the arrows.

Figure 5 is a fragmentary View corresponding to n Figure l, but showing a modification.l

Figure 6 is a fragmentary View like Figure 2, but showing a further modification. A1

Referring to the drawings in detail, like parts being designated by like reference characters, and first considering the embodiment of my in vention illustrated in Figures 1 to 4, inclusive, there are shown portions of an underframe which are particularly suitable for use on atender. Such underframe, in the present embodiment, isr shown as of the cast type,comprising longitudinal draft members or arms I with an integral end sill or buier block portion 2, and an integral sill tie or coupler carrier portion 3 normally supporting a carrier block 4 held in place by a retaining bolt, o r the like 5. Intermediate portions of said sills or draft arms I are, in the present embodiment, connected by an integral transverse portion 6 which may be designated as a backstop, although, in the present embodiment, it does not have all the usual backstop functions.

In the present embodiment, I have shown aV draft gear or cushioning mechanism 'I disposed* between the draft arms or longitudinal members I and comprising a housing 8 open at both ends and provided withinclined friction surfaces 9 normally engaged by wedge blocks I 0 urged apart and into engagement with said inclined friction surfaces by curved plate springs II. The housing 8 is formed with a slot I2 therethrough receiving a horizontal draft key I3, the ends of which pass through corresponding slots I4 in a yoke or yoke-acting means I5 and are received in corresponding slots I6 in the draft arm portions I of the underframe. The slots I4 in the yoke I5 are elongated rearwardly of the normal position of the key I3 which desirably snugly lits the slot I2 in the housing 1, while the slots I5 in the draft members I are elongated forwardly of the normal position of the key I3, a distance corresponding approximately to the normal movement for full compression of the friction elements comprising the front cushioning device, whereby said key and its connected housing are permitted to move forwardly on draft while held stationary on bu, the yoke being allowed to move forwardly not only with respect to the draft members I, butl also with respect to the housing l. For properly supporting the housing between the draft members I, carrier irons I'I and I8, with their ends supported from the lower liange portions I9 of the draft members I, are provided. y

A coupler 20, which, inthe present embodi-` ment, is illustrated as of the swivel butttypalisV provided and connected to the arms of the yoke I5 by a. front key 2I, the ends of which pass through slots 22 in the yoke arms and slots 23 in the sills or draft members I of the vehicle. The slots 22 in the yoke arms are elongated rearwardly of the normal position of the key 2I to provide for the permissible rearward movement of the coupler 20 with respect to the sills I, said movement being sufficient to compress the front half of the draft gear 1. The slots 23 are elongated forwardly of the normal position of the key 2i an amount suflicient to allow for complete actuation of the gear 1, that is, both the front and-rear mechanisms therein, said slots being elongated rearwardly of the normal position of the key 2I an amo'unt merely sufficient to allow for compression of the forward mechanism of the gear 1.

A front follower 24 is desirably associated with the front wedge blocks I9 of the gear 1 and is normally in engagement with front stop portions 25 and'26 which, in the present embodiment, are integral with the draft portions I of the underframe. A rear follower 21 is desirably associated with the rear friction wedges I0 of the gear 1 and notched, vas indicated at 28, to receive supporting lug or abutment portions 29 desirably extending forwardly from the backstop portions S into engagement with the rearmost edge of the housing 8. A tie member 39 desirably connects the draft arm portions I above the gear 1. The yoke I 5 desirably embraces the cushioning mechanis'm'T, 'the front and rear followers 24 and 21, extends between the upper and lower lugs 29, and normally engages the backstop E, the front follower 24 being desirably supported from the yoke as bymeans of shoulder portions 3| engaging the upper edge of said yoke.

The operation of my improved gear is as follows-,Under the action of draft forces, the coupler 204pulls the yoke I5 forwardly by means of a key-21, said yoke, in turn, acting on the rear follower 21 to force the friction members I9 into the housing 8 and simultaneously move the housing forwardly over the front friction elements I0 which are stopped by the front follower 24 in engagement with the front stops 25 and 26, whereby the full capacity of the gear is available for the cushioning of the large starting forces exerted by locomotives.

Under the action of bufflng forces, the housing 8 is held stationary not only by the key I3 but also by the lugs 29 which engage the rear portion thereof, the coupler pushing the front follower 24 rearwardly and thereby forcing the front friction elements 'I0 into the relatively stationary housing 8,Y utilizing only the cushioning capacity ofthe forward portion of the gear 1, thereby decreasing, to that extent, the slack between the tender and adjacent car, for example, when a train is being stopped.

Referring now to the embodiment of my invention illustrated in Figure 5, a construction is there disclosed which is substantially identical with that of Figures 1 to 4, inclusive, except that instead of using a horizontal draft key extending through a slot in the housing 8a of the gear 1H' said housing has shouldered portions 32 engaging a transverse tie portion 33 connecting the framing or sill portions Ia of the underframe and la transverse key member I3a lying beneath the housing I3EL and with its ends received in corresponding slots I6a in the sills Ia. As in the previous embodiment, the housing 8'a receives friction wedges Ill@I and curved plate springs Il at each end, andis provided with a front follower 241,`

normally engaging front stops 25ai and 26a, and a rear follower 21a, all of said elements being embraced by a yoke I5a engaging a backstop portion (ia and connected to a coupler (not shown) in a manner similar to that disclosed in the preceding embodiment. As in said preceding embodiment, the housing may be supported by carrier irons I1 and |83.

The operation of the modified form of my invention disclosed in Figure 5 may be identical with that of Figures l to 4, inclusive, the members 33 and I3EL functioning as the key I3 of the preceding embodiment for stopping the housing and preventing actuation of the rear cushioning portion of the gear on buiT, while allowing the housing to move forwardly with the development of full cushioning capacity on draft.

Referring now to the embodiment of my invention illustrated in Figure 6, a construction is there disclosed which is identical with the embodiment of Figures 1 to 4, inclusive, except that the lugs 29b which extend forwardly from the backstop 6b are notched to provide abutments 34 for the housing Bb of the gear 1b and extended forwardly of said abutments to lie on either side of said housing to prevent sidewise shifting when the same is moved forwardly under the action of draft forces. As in the rst embodiment, the key I3b extends through the housing 8b and has its ends received in slots Itb in the sills Ib, the slots being elongated forwardly to allow for movement of the housing under the action of draft forces for the development of the full cushioning capacity of the gear 1b. The portions of the embodiment of Figure 6 not illustrated correspond with the showing in Figures 1 to 4, inclusive, as will be understood.

From the foregoing disclosure, it will be seen that I have devised an improved form of cushioning mechanism involving a housing open at both ends to receive resiliently actuated friction members, said housing being mounted between the longitudinal elements of an underframe so that it is stationary with respect thereto against the action of bufing forces while movable under the action of draft forces, so that the full cushioning capacity of the gear is developed for absorbing the relatively large shocks imparted from a locomotive tender, for example, in starting a train, the unnecessary capacity for the absorption of bufng shocks under such circumstances being reserved, with a corresponding decrease in train slack.

Although preferred embodiments of my invention have been illustrated, it will be understood that modifications may be made within the spirit and scope of the appended claims.

I claim:-

1. In a railway vehicle, in combination with draft arms, a drawbar, a yoke, a friction draft gear embraced by said yoke and comprising a housing member with open ends providing outwardly flaring friction surfaces, a set of friction elements engaging the friction surfaces at each end, resilient means disposed between said elements at each end for holding them in engagement with said friction surfaces, a follower engaging the ends of said friction elements at each end of the gear, stop portions provided on said draft arms and normally engaged by said front follower, said rear follower normally engaging said yoke and said yoke normally engaging a backstop portion connecting said draft arms, said backstop portion having abutment portions extending forwardly therefrom and normally engaging the rear edge of said housing, whereby said housing and yoke are both held against relative movement when the gear is subjected to bufiing forces.

2. In a railway vehicle, in combination with longitudinal framing portions, a drawbar, yokeacting means, a friction draft gear comprising a housing open at both ends, a set of friction elements received in each end of said'housing, resilient means disposed between said friction elements for urging them into engagement with said housing, said yoke-acting means embracing said housing and friction elements, said housing being slotted between the sets of frictionelements, and a key received in said slot, the ends of said key extending through corresponding slots in said yoke-acting means and longitudinal framing portions, the slots in the yoke-acting means being elongated in only one direction and the slots in the longitudinal framing portions being elongated in only the other direction from the normal position of the key.

3. In a railway vehicle, in combination with slotted longitudinal framing portions, a drawbar, yoke-acting means, a friction draft gear comprising a column member, a set of friction elements cooperating with said member at each end, said yoke-acting means embracing said member and friction elements, said column member being slotted between the sets of friction elements, and a key received in said slot and corresponding slots in said longitudinal members, said latter slots being elongated forwardly only from the normal position of the key.

4. In railway draft rigging, in combination with a drawbar, sills each provided with a plurality of longitudinally spaced key slots, a draft gear comprising a plurality of cushioning devices enclosed in a housing mounted between said sills, yokeacting means embracing said housing and cushioning devices and provided with key slots corresponding with the sill Slots, a key extending through slots in the yoke-acting means and through forward slots of said sills to operatively connect the drawbar and yoke-acting means, and a key through said housing and extending between said cushioning devices, entering the rearward slots in said sills, and serving to prevent actuation of the rear cushioning device on buff, said sills cooperating with said last-named key to prevent rearward movement of the latter when the coupler is subjected to buiiing forces and the rearward slots therein elongated forwardly only, beyond the normal position of the cooperating key, to permit said key to move forwardly on draft, an amount sufficient to correspond with the desired compression of the front cushioning device.

5. In railway draft rigging, in combination with railway vehicle framing, a drawbar, a plurality of friction cushioning devices, common housing means forming a friction element of said devices, yoke-acting means connected to said drawbar and provided with key slots, a key extending through said slots in said yoke-acting means and slots in said framing and housing means, the

slots in said yoke-acting means being elongated only to the rear of the normal position of the key and the slots in the framing being elongated forwardly of the normal position of the key, whereby said key is stationary when the draw-bar is subjected to bufng forces and movable under the action of draft forces.

6. In a railway vehicle, in combination with a back-stop, a drawbar, a yoke, cushioning mechanism embraced by said yoke and comprising a housing, a set of friction elements received in each end of said housing, stop portions normally engaged by the forward portion of said cushioning mechanism and stop means limiting'rearward movement only of the housing from normal position so that the friction elements in the front end only are actuated on buff, said mechanism normally engaging said yoke and said yoke no1'- mally engaging said backstop, said backstop having abutment portions extending forwardly therefrom and normally engaging said housing, whereby said housing and yoke are both held against relativemo-vement when the cushioning mechanism is subjected to bufling forces.

7. In a railway vehicle, in combinationA with longitudinal framing portions provided with slots, a drawbar, yoke-acting means, backstop means normally engaged by said yoke-acting means, cushioning mechanism comprising a housing with an end opening toward said backstop means, cushioning means disposed in said open end of the housing, said yoke-acting means embracing said cushioning mechanism, said housing having a slot, and a key received in said slot and corresponding slots in said framing portions, said latter slots being elongated forwardly only from the normal position of the key to prevent rearward movement of said housing and actuation of said cushioning means on buff.

8. In a railway vehicle, in combination with draft arms connected by a backstop, a drawbar, a yoke, cushioning mechanism embraced by said yoke and comprising a housing movable with respect to said arms and with a rearwardly opening end providing flaring friction surfaces, cushioning means disposed in said open end of the housing and comprising elements engaging said friction surfaces, stop portions normally engaged by the forward portion of said cushioning mechanism, said cushioning means normally engaging said yoke, and said yoke normally engaging said backstop, said draft arms being connected by a transverse tie portion, said housing having a shouldered portion normally engaging said tie portion for holding said housing against movement with respect to the arms and preventing actuation of said cushioning means when the mechanism is subjected to buiing forces.

9. In a railway vehicle, in combination with draft arms, a drawbar, a yoke, a draft gear embraced by said yoke and comprising a housing member movable with respect to said arms and with open ends, cushioning means received in each end of said housing, a follower engaging the ends of said cushioning means at each end of the gear, stop portions provided on said draft arms and normally engaged by the front follower, the rear follower normally engaging the yoke, said draft arms being connected by a backstop portion normally engaged by said yoke, and abutment portions on said draft arms normally engaging the housing, whereby said housing and yoke are both held against relative movement when the gear is subjected to bufling forces.

10. In a railway vehicle, in combination ywith a backstop, a drawbar, a yoke, cushioning mechanism embraced by said yoke and comprising a housing, a set of friction elements received in each end of said housing, stop portions normally engaged by the forward portion of said cushioning mechanism, and stop means limiting rearward movement only of the housing from normal position so that the friction elements inthe front end only are actuated on buff, said mechanism normally engaging said yoke and said yoke normally engaging said backstop.

11. In railway draft rigging, in combination with draft sills, a drawbar, a plurality of cushioning devices comprising housing means and spring-actuated friction elements disposed between said sills, yoke-acting means extending on either side of said cushioning devices and between said sills, means for operatively connecting the drawbar and yoke-acting means, and a key functioning as rear stop means for the front cushioning device and extending rearwardly of the friction elements of said front device and forwardly of the friction elements of the rear cushioning device, said sills being slotted to receive said key, said slots being elongated forwardly only beyond the normal position of the key, an amount corresponding approximately to the normal movement for full compression of the front cushioning device, to permit said key to move forwardly on draft and prevent rearward movement thereof and actuation of one of said cushioning devices on buff.

12. In railway draft rigging, in combination with railway vehicle framing, a drawbar, a plurality of cushioning devices comprising housing means and spring-actuated friction elements, yoke-acting means extending on either side of said cushioning devices and between longitudinal portions of said framing, means for operatively connecting the drawbar and yoke-acting means, a front follower for the front cushioning device, means for limiting forward movement of said follower, and a key, normally engaged by the housing means for the front cushioning device so that it functions as a-backstop therefor, and extending between said cushioning devices and with its end portions received in slots in said yokeacting means and said longitudinal portions of the framing, said slots being elongated only forwardly of the normal position of the key, and terminating short of said front follower-limiting means, to allow for vforward movement of said devices upon the application of draft forces to said drawbar and prevent rearward movement of said key and actuation of the rearmost cushioning device on buff.

DONALD S. BARROWS. 

